CN114641607A - Device for connecting components of an aircraft engine and method for using same - Google Patents

Device for connecting components of an aircraft engine and method for using same Download PDF

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Publication number
CN114641607A
CN114641607A CN202080077270.6A CN202080077270A CN114641607A CN 114641607 A CN114641607 A CN 114641607A CN 202080077270 A CN202080077270 A CN 202080077270A CN 114641607 A CN114641607 A CN 114641607A
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CN
China
Prior art keywords
connection
connector
components
aircraft engine
component
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202080077270.6A
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Chinese (zh)
Inventor
伊夫斯·罗兰·克罗什莫尔
阿尔梅里克·皮埃尔·路易斯·加尼尔
T·A·R·J·勒莫
弗兰克·塞尔吉·杰克斯·莱奥特
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Safran Aircraft Engines SAS
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SNECMA SAS
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Filing date
Publication date
Application filed by SNECMA SAS filed Critical SNECMA SAS
Publication of CN114641607A publication Critical patent/CN114641607A/en
Pending legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/18—Lubricating arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D17/00—Regulating or controlling by varying flow
    • F01D17/02—Arrangement of sensing elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D43/00—Arrangements or adaptations of instruments
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D9/00—Stators
    • F01D9/06—Fluid supply conduits to nozzles or the like
    • F01D9/065—Fluid supply or removal conduits traversing the working fluid flow, e.g. for lubrication-, cooling-, or sealing fluids
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D45/00—Aircraft indicators or protectors not otherwise provided for
    • B64D2045/0085—Devices for aircraft health monitoring, e.g. monitoring flutter or vibration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2260/00—Function
    • F05D2260/30—Retaining components in desired mutual position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16L—PIPES; JOINTS OR FITTINGS FOR PIPES; SUPPORTS FOR PIPES, CABLES OR PROTECTIVE TUBING; MEANS FOR THERMAL INSULATION IN GENERAL
    • F16L25/00—Constructive types of pipe joints not provided for in groups F16L13/00 - F16L23/00 ; Details of pipe joints not otherwise provided for, e.g. electrically conducting or insulating means
    • F16L25/01—Constructive types of pipe joints not provided for in groups F16L13/00 - F16L23/00 ; Details of pipe joints not otherwise provided for, e.g. electrically conducting or insulating means specially adapted for realising electrical conduction between the two pipe ends of the joint or between parts thereof

Abstract

The invention relates to a device for connecting components of an aircraft engine. The connecting device includes: a connector adapted to connect the first component and the second component to establish a physical transmission link between the components; and means enabling it to monitor the connection state, in particular by means of impedance measurements carried out in the circuit formed by the components integrated into the connector.

Description

Device for connecting components of an aircraft engine and method for using same
Technical Field
The present invention relates to the field of assembly of aircraft engine components. The invention relates in particular to a device for connecting components of an aircraft engine. The invention also relates to a method for using the connecting device.
Background
The prior art includes in particular the documents EP-A1-2003384, EP-A1-2739842 and EP-A2-1512901.
Recent predictions indicate that the number of aircraft will double in the coming decades. These predictions themselves are based on forecasts of the increase in passenger traffic, which results in doubling the number of passengers by 2030 and necessarily implies a strong increase in the number of aircraft in circulation.
To meet this growth, the production and maintenance of aircraft must also increase substantially. The same is true for the engines of aircraft.
In order to solve the problem of increasing productivity, one solution being envisaged is to use a "quick" connection system of the components. The aim is to obtain simplicity and save operating time on the assembly line. In particular, such solutions include replacing the parts that are usually connected together by bolts, threads or welding with a more modular connection device that enables quick attachment.
Advantageously, the quick-connect device makes it possible to dispense with monitoring the tightening torque inherent in the parts screwed together. In fact, in an aircraft, a threaded connection means checking whether the safety limits at the attachment are complied with by measuring the tightening torque (for example using a torque wrench).
Known quick-coupling methods use, for example, bayonet or push-pull connectors, which do not require torque monitoring. Furthermore, these systems are said to be fast, since they enable faster assembly or disassembly of the components, and therefore the duration of the assembly/disassembly operation can be shortened compared to conventional attachments.
These coupling systems are used, for example, in the field of racing sports, and they make it possible to connect fluid pipes (for example air, fuel or oil) and cables.
Furthermore, these coupling systems also provide additional safety during assembly/disassembly operations. In fact, it is difficult for the naked eye to detect malicious acts of unscrewing a threaded connection. On the other hand, in a quick coupling system, malicious operation of the connector is more easily perceived by the naked eye. Thus, the use of such a system may reduce the risk of an IFSD (In Flight Shut Down) event occurring due to a defective connection.
However, even with a quick coupling system, verifying whether two components are connected as nominally connected (i.e., as intended by the manufacturer of the connection device) during assembly and/or maintenance operations can be very time consuming.
Furthermore, off-nominal connections are more likely to occur because they are a result of incorrect assembly or maintenance operations and malicious activity.
It is known to monitor the torque of threaded fittings. This method relies on a dynamic measurement of the torque and a comparison of the gradient of the torque evolution with a predetermined value to identify whether coupling is sufficient. However, this method requires complicated measurements and is not suitable for quick connections.
Patent application EP2739842a1 describes a method for monitoring a locking member. In this case, the monitoring is adapted to the locking member of the type of an electric actuator and therefore does not involve a connection between the components for the physical transmission link.
Disclosure of Invention
The present invention provides a connection device for monitoring in real time the connection state between connectors included in the connection device and thus between components to which the connection device is connected. In other words, the connection device contains means that enable it to perform a self-diagnosis. Furthermore, in some embodiments, the connection device may also analyze the time evolution of the connection state and enable better management or even prediction of faults associated with defective connections.
To this end, according to a first aspect, the invention relates to a device for connecting components of an aircraft engine, said device comprising: a first connector and a second connector adapted to connect a first component and a second component to establish a physical transmission link between the first and second components, the connecting device characterized in that it further comprises:
-a transmitting member adapted to generate a determined physical signal;
-a first transmission member adapted to transmit the determined physical signal between the determined at least first, second and third components of the first and second connectors;
-the first component comprised in the first connector, the first component having a determined first impedance with respect to the physical signal;
-the at least second and third components comprised in the second connector, the at least second and third components having a determined second impedance and a determined third impedance, respectively, with respect to the physical signal, the second impedance being different from the third impedance;
-at least one first connection element included in said first connector and associated with said first assembly and adapted to establish a connection link with at least one second connection element and one third connection element, wherein said at least one second connection element and one third connection element are included in said second connector and associated with said second assembly and third assembly, respectively;
-a detection member adapted to measure at least one characteristic representative of said determined physical signal circulating in said first, second and third assemblies;
-second transmission means adapted to transmit measurement data from the detection means to the first processing means;
-first processing means adapted to receive measurement data from said detection means and to generate, based on said measurement data, an information representative of the connection status between said first and second components of said aircraft engine; and
-display means adapted to display an information representative of the connection status between the first and second components of the aircraft engine.
The device according to the invention may comprise one or more of the following features, used alone or in combination with each other:
-the physical transmission link is a transmission link for fluids, or for electrical signals, or for optical signals;
-the determined physical signal is an electrical or optical signal;
-the determined characteristic representation of the physical signal is comprised in an impedance, a strength of the physical signal or an amplitude of the physical signal;
-the first, second and third connection elements of the connector are arranged on separate parts of the connector such that the establishment of a connection link between two connection elements is dependent on the respective position of the connector;
-the representation of the information of the connection status between the first and second components is comprised in:
-no connection, corresponding to no connection link being established between the first and second or third connection elements of the connector;
-a lack of connection (defout) corresponding to a connection link established between the first connection element of the first connector and the second connection element of the second connector; and the number of the first and second groups,
-a nominal connection corresponding to a connection link established between the first connection element of the first connector and the third connection element of the second connector;
-the display member is comprised in a connector, or in the aircraft engine, or in a device off-loaded from the aircraft engine;
-the device further comprises:
-second processing means adapted to process the continuously obtained information representative of the connection state between the first and second components of the aircraft engine to determine the time evolution of the connection state between the first and second components of the aircraft engine; and the number of the first and second groups,
-a memory adapted to store information representative of the connection status between the components of the aircraft engine.
According to a second aspect, the invention also relates to a method for using a connection device according to the first aspect, said method comprising the steps of:
-transmitting at least one physical signal;
-transmitting said physical signal between said transmitting member, said first assembly of said first connector and the assembly of said second connector connected to said first assembly by said first and second or third connecting elements when a connection link is established; and
-measuring at least one characteristic representation of the transmitted physical signal;
-generating, from the measurement data, an information representative of the connection status between the first and second components of the aircraft engine; and the number of the first and second groups,
-an information representative of the state of connection between the first and second components of the aircraft engine.
The method according to the invention may further comprise the steps of:
-processing the continuously obtained information representative of the connection state between the first and second components of the aircraft engine to determine the time evolution of the connection state between the first and second components of the aircraft engine; and the number of the first and second groups,
-storing in a memory an information representative of the connection status between the first and second components of the aircraft engine.
Drawings
The invention will be better understood and other details, features and advantages thereof will become more apparent upon reading the following description of non-limiting examples and with reference to the accompanying drawings, in which:
FIG. 1 is a schematic view of an embodiment of a connection device according to the present invention;
FIG. 2 is a schematic view of another embodiment of a connection device according to the present invention;
FIG. 3 is a schematic view of yet another embodiment of a connection device according to the present invention;
FIG. 4 is a schematic representation of the steps of an embodiment of a method according to the present invention;
fig. 5 is a schematic representation of the steps of another embodiment of the method according to the invention.
Elements having the same function in different embodiments have the same reference numerals in the figures.
Detailed Description
Embodiments of the connecting device according to the invention will now be described with reference to fig. 1, 2 and 3.
The connecting device 101 serves to connect two components (not shown in the figures) of an aircraft engine 100. In particular, the device 101 comprises a first connector 102 and a second connector 103 adapted to connect a first component and a second component in order to establish a physical transmission link between the two components. For example, these connectors are attached to pipes, cables or optical fibers, respectively. Thus, a physical transmission link refers to, for example, a link for transmitting a fluid, a link for transmitting an electrical signal, or a link for transmitting an optical signal.
Furthermore, one of the two connectors may be of a male type, the other of a female type, or both of the same type, as long as the two connectors are capable of establishing a connection allowing a physical transmission link to be established. Furthermore, the connector is preferably unthreaded. In other words, the connection device is a so-called quick-connect device, the connector of which is, for example, a bayonet or push-pull connector.
In particular, the connection device according to the invention enables a self-diagnosis of the connection state it provides. This capability is based on a set of components included in the connection device.
The transmitting member 104 is adapted to generate the determined physical signal. Such a physical signal may be, for example, an electrical signal or an optical signal. The transmission member 105 is adapted to transmit said signals in question between the components of the connectors 102 and 103.
More specifically, the first component 106 included in the first connector 102 has a first determined impedance Z106 with respect to the physical signal. By "relative to said physical signal" is meant that the impedance may be electrical or optical depending on whether the signal emitted by the emitting member 104 is an electrical or optical signal.
The second component 107 and the third component 108 included in the second connector 103 have a second impedance Z107 and a third impedance Z108, respectively, with respect to the physical signal. The second impedance Z107 is different from the third impedance Z108.
Thus, in the example shown, the physical signal transmitted by the transmitting member 104 is cycled between the different components (i.e., components 106, 107, and 108) via the transmitting member 105. Furthermore, it will be understood by those skilled in the art that the number of components included in these connectors, and in particular in the second connector, may be greater than two.
The first connection element 109 comprised in the first connector 102 is associated with the first component and is adapted to establish a connection link with the second connection element 110 and the third connection element 111, which are themselves associated with the second component and the third component, respectively. In other words, the first connection element may establish a connection link with the second connection element 110, with the third connection element 111, or with none of these connection elements. In this way, the transmitted physical signal flows through only the first component, through the first and second components, or through the first and third components, depending on which connecting elements are actually connected.
Furthermore, the first, second and third connection elements of the connector may be arranged on separate parts of the connector such that the establishment of a connection link between two connection elements depends on the respective position of the connector. In other words, the signals flow in different circuits (i.e. have different characteristics) depending on whether the connector is more or less well connected. Thus, in the example shown in fig. 1, the establishment of the connection links between the connection elements 109, 110 and 111 is dependent on the insertion of the first connector 102 into the second connector 103. This situation may for example correspond to the use of a "push-pull" type connector.
In another example, as shown in fig. 3, the connectors 102 and 103 have a circular cross-section and the respective connecting elements of the two connectors 102 and 103 are provided on separate radial portions of these connectors. In this way, whether a connection link is established depends on the relative angular position of each connector. This may for example correspond to the use of a bayonet connector.
The detection means 112 is adapted to measure at least one characteristic representative of the determined physical signal flowing through the first, second and third components. The characteristic representation of the physical signal may be, for example, an impedance, a strength of the physical signal, or an amplitude of the physical signal. In particular, this characteristic varies according to whether a connection link is established between different connection elements and thus according to the component in which the signal flows. In this way, the feature can be used to determine the connection state between the two connectors and, thus, between the two components of the motor.
The transmission means 113 are adapted to transmit the measurement data from the detection means to the processing means 114, which in turn are adapted to receive such data and to generate an information representative of the connection state between the first and second components of the aircraft engine based on such data. In a particular embodiment, the information representative of the connection state between the first component and the second component may be:
no connection, corresponding to no connection link being established between the first connection element and the second or third connection element of the connector (as shown on the left side of fig. 3);
an insufficient connection, corresponding to the connection link established between the first connection element of the first connector and the second connection element of the second connector (as shown in the middle of fig. 3); and (c) a second step of,
nominal connection, corresponding to the connection link established between the first connection element of the first connector and the third connection element of the second connector (as shown on the right of figure 3).
In general, the establishment of a specific connection link changes the characteristics of the circuit formed by the various connection components, which affect the measurements performed by the detection means and are reflected in the representation of the information generated by the processing means. For example, adding a new impedance with a determined value to the circuit in which the signal circulates results in a modification of the detected impedance, which enables to decide on the exact state of the connection.
Finally, the display means 115, 116 and 117 are adapted to display an information representative of the connection state between the first and second components of the aircraft engine. In the example shown in fig. 1 and 2, display member 115 is included in connector 102, display member 116 is included in aircraft engine 100 (i.e., not in the connector), and display member 117 is included in an off-board device of the aircraft engine.
Accordingly, the display member 115 allows an operator to check the connection state directly on the connector to be connected. The display means 115 may be composed of, for example, a simple light-emitting diode (LED) on the connector, which displays red, orange or green (i.e., corresponding to no connection, insufficient connection or nominal connection, respectively) depending on the connection state.
The display means 116 allow the operator to check the connection status on a specific display of the turbine. Furthermore, since these components are not integrated into any connector, they allow for a more complete display, for example, by using a screen or LED box. In particular, such a display member can display the connection status of a plurality of pairs of components and thus summarize the status of all connections in the aircraft engine. Such a display may guide the failed connection link and take corrective action, if desired. In such an embodiment, the cascaded modules integrated into the display means centralize the information from the plurality of processing units of the different connection devices, so that the display means are able to display all of this information.
Finally, the display means 117 make it possible to check the connection status by means of advisory means external to the aircraft engine. For example, it may be a smartphone, tablet, computer, or augmented reality device (such as, for example, glasses).
In particular, the embodiments associated with the display members 116 and 117 enable a "test trigger" approach to the connection device. Namely, the following method: the operations associated with diagnosing the connection status are activated only when desired by the operator and not on a continuous basis.
Furthermore, in all the above embodiments, the information to be displayed is transmitted between all the devices 119 and the display means by means of suitable transmission means 118, which may be wired or wireless.
Overall, thanks to this device, the assembly operation becomes safer with simplified verification of the correct locking of the connector. It also facilitates maintenance checks on the status of the connection link or verification of proper reconnection of the connector after a maintenance operation. Furthermore, maintenance procedures are facilitated since it is no longer necessary to inspect all connectors in a conventional and time-consuming manner, but only to operate on the connectors that need to be inspected (i.e. the connectors that are connected in an off-nominal state).
As for the embodiment of the connection device described with reference to fig. 2, in addition to monitoring the connection state, it is also intended to make it possible to establish a prediction to be able to anticipate the future evolution of the connection state.
In particular, the processing means 201 are adapted to process the continuously acquired information representative of the connection state between the first and second components of the aircraft engine. The continuously acquired information is used to determine the time evolution of the connection state between the first and second components of the aircraft engine. For example, in a particular embodiment, the processing means 201 comprises an algorithmic processing module 202 configured to determine a trend of evolution of the connection state ("trend monitoring") and a reporting module 203 configured to determine a prediction of future evolution from the determined trend.
In addition, the memory 204 is used to store continuously acquired information representative of the connection status between the various components of the aircraft engine.
Generally, in such embodiments, the connector may include multiple components having different impedances greater than two. In this way, the connection means enable a more accurate tracking of the evolution of the nominal connection state over time towards an off-nominal connection state and thus a better prediction of the evolution of the connection state and the possible exit from the nominal state to the off-nominal state. Furthermore, this type of prediction not only makes it possible to take into account corrective actions of reconnecting the connector to restore the nominal state of the connection state, but also to interpret the acquired information from the point of view of connector wear to optimize the conditions of connector replacement.
Finally, in certain embodiments, the connection device may include an alert device 205 integrated with the cockpit of the aircraft to communicate an alert to the user based on the informational representation of the connection status.
With reference to fig. 4, we will now describe a method of implementing the method of use of the connection device according to the invention. The steps of the method are thus performed by the connecting device described with reference to fig. 1, 2 and 3.
Step 401 comprises: at least one physical signal is transmitted, which is then transmitted in step 402 between the transmitting means, the first component of the first connector and the component connected to the first component by the first and second or third connecting elements with the second connector when the connection link is established.
Step 403 comprises: measuring at least one characteristic representative of the transmitted physical signal, step 404 comprising: from the measurement data, an information representative of the connection state between the first and second components of the aircraft engine is generated.
Finally, step 405 includes: information representative of a connection state between a first component and a second component of an aircraft engine is displayed.
In another embodiment of the method described with reference to fig. 5, the method further comprises steps 501 and 502, wherein step 501 is processing the continuously acquired information representative of the connection state between the first and second components of the aircraft engine to determine a time evolution of the connection state between the first and second components of the aircraft engine; step 502 is storing in memory information representative of a connection status between a first component and a second component of an aircraft engine.

Claims (10)

1. An arrangement (101) for connecting components of an aircraft engine (100), the arrangement comprising: a first connector (102) and a second connector (103) adapted to connect a first component and a second component to establish a physical transmission link between the first component and the second component, the connecting device being characterized in that it further comprises:
-a transmitting member (104) adapted to generate a determined physical signal;
-a first transmission member (105) adapted to transmit the determined physical signal between the determined at least first, second and third components of the first and second connectors;
-the first component (106) comprised in the first connector, the first component having a determined first impedance with respect to the physical signal;
-at least a second component (107) and a third component (108) comprised in the second connector, the at least second and third components having a determined second impedance and a determined third impedance, respectively, with respect to the physical signal, the second impedance being different from the third impedance;
-at least one first connection element (109) included in said first connector and associated with said first assembly and adapted to establish a connection link with at least one second connection element (110) and one third connection element (111), wherein said at least one second and one third connection elements are included in said second connector and associated with said second assembly and third assembly, respectively;
-detection means (112) adapted to measure at least one characteristic representative of said determined physical signal circulating in said first, second and third assemblies;
-second transmission means (113) adapted to transmit measurement data from the detection means to the first processing means;
-first processing means (114) adapted to receive measurement data from said detection means and to generate, based on said measurement data, an information representative of the connection status between said first and second components of said aircraft engine; and
-display means (115, 116, 117) adapted to display information representative of the connection status between the first and second components of the aircraft engine.
2. The connecting device of claim 1, wherein the physical transmission link is a transmission link for fluids, or for electrical signals, or for optical signals.
3. The connection device according to claim 1 or 2, wherein the determined physical signal is an electrical signal or an optical signal.
4. The connection device according to any one of claims 1 to 3, wherein the determined characteristic representation of the physical signal is comprised in an impedance, a strength of the physical signal or an amplitude of the physical signal.
5. The connection device of any one of claims 1 to 4, wherein the first, second and third connection elements of the connector are provided on separate parts of the connector such that the establishment of a connection link between two connection elements is dependent on the respective positions of the connector.
6. The connection device according to claim 5, wherein the information representative of the connection state between the first component and the second component is included in:
-no connection, corresponding to no connection link being established between the first and second or third connection elements of the connector;
-an insufficient connection, corresponding to a connection link established between the first connection element of the first connector and the second connection element of the second connector; and the number of the first and second groups,
-a nominal connection corresponding to a connection link established between the first connection element of the first connector and the third connection element of the second connector.
7. A connection device according to any of claims 1 to 6, wherein the display member is comprised in a connector, or in the aircraft engine, or in a device off-loaded from the aircraft engine.
8. The connection device according to any one of claims 1 to 7, further comprising:
-second processing means (201) adapted to process the continuously obtained information representative of the connection state between the first and second components of the aircraft engine to determine the time evolution of the connection state between the first and second components of the aircraft engine; and the number of the first and second groups,
-a memory (204) adapted to storing information representative of the connection status between the components of the aircraft engine.
9. A method of using the connection device of any one of claims 1 to 8, the method comprising the steps of:
-transmitting (401) at least one physical signal;
-transmitting (402) the physical signal between the transmitting member, the first assembly of the first connector and the assembly of the second connector connected to the first assembly by the first and second or third connecting elements when a connection link is established;
-measuring (403) at least one characteristic representation of the transmitted physical signal;
-generating (404), from the measurement data, an information representative of the connection state between the first and second components of the aircraft engine; and (c) a second step of,
-displaying (405) an information representative of the connection status between the first and second components of the aircraft engine.
10. The method of use of claim 9, further comprising the steps of:
-processing (501) the continuously obtained information representative of the connection state between the first and second components of the aircraft engine to determine the time evolution of the connection state between the first and second components of the aircraft engine; and the number of the first and second groups,
-storing (502) in a memory an information representative of a connection status between the first and second components of the aircraft engine.
CN202080077270.6A 2019-11-07 2020-11-02 Device for connecting components of an aircraft engine and method for using same Pending CN114641607A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR1912524A FR3102977B1 (en) 2019-11-07 2019-11-07 DEVICE FOR CONNECTING PARTS OF AN AIRCRAFT ENGINE AND ITS PROCESS FOR USE
FR1912524 2019-11-07
PCT/FR2020/051975 WO2021089933A1 (en) 2019-11-07 2020-11-02 Device for connecting parts of an aircraft engine and method for using same

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US (1) US20220372889A1 (en)
EP (1) EP4055258B1 (en)
CN (1) CN114641607A (en)
FR (1) FR3102977B1 (en)
WO (1) WO2021089933A1 (en)

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FR2917150B1 (en) * 2007-06-11 2013-09-27 Turbomeca CONNECTING SYSTEM COMPRISING SECURITY FASTENING MEANS
FR2978801B1 (en) 2011-08-05 2016-03-04 Snecma METHOD FOR MONITORING THE LOCKING MEANS OF AN ELECTRICAL PUSH REVERSING SYSTEM FOR TURBOMACHINE

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US20220372889A1 (en) 2022-11-24
FR3102977B1 (en) 2021-11-12
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FR3102977A1 (en) 2021-05-14
WO2021089933A1 (en) 2021-05-14

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